CN107107710B

CN107107710B - Vehicle air conditioning control device

Info

Publication number: CN107107710B
Application number: CN201580073028.0A
Authority: CN
Inventors: 冈本强
Original assignee: Denso Corp
Current assignee: Denso Corp
Priority date: 2015-01-13
Filing date: 2015-12-21
Publication date: 2020-08-18
Anticipated expiration: 2035-12-21
Also published as: JP6414471B2; JP2016130045A; DE112015005946T5; CN107107710A; US10675946B2; WO2016113810A1; US20170368911A1

Abstract

A vehicle (10) is provided with an engine (11), a generator (17) that generates electricity by driving the engine, and a high-voltage battery (18) that is charged by the generated electricity of the generator, and is configured so that the vehicle compartment is heated by circulating cooling water in a path including the engine and heating the cooling water by engine waste heat, and the vehicle compartment is heated by heating in a heat pump device (40) by the electricity of the high-voltage battery. A hybrid ECU (33) has a function of vehicle air conditioning control, and is provided with: a main body temperature acquisition device that acquires an engine main body temperature; a determination device that determines which of heating by engine waste heat and electric heating by the heat pump device is to be performed, based on the engine body temperature; and a heating control device that selectively performs heating by engine waste heat and electric heating based on the determination result. This enables efficient heating of the vehicle interior.

Description

Vehicle air conditioning control device

Cross reference to related applications

This application is incorporated by reference into japanese patent application 2015-004091 filed on 1/13/2015 in this application based on the disclosure.

Technical Field

The present disclosure relates to a vehicle air conditioning control device.

Background

For example, in a vehicle having an engine and a motor for running, it is known that the frequency of engine stop is increased to improve fuel consumption by lowering a water temperature threshold for engine start due to a water temperature request for heating by heating engine cooling water with an electric heater.

In addition, in the technique described in patent document 1, in a hybrid vehicle including a first heating system using an engine as a heat source and a second heating system using electric energy of a battery as a heat source, one of the first heating system and the second heating system is selected and heated so as to minimize energy consumption (fuel consumption amount) based on a travel request and a heating request.

Documents of the prior art

Patent document

Patent document 1: japanese patent No. 4893475

Disclosure of Invention

In recent years, due to the evolution of engine shaft efficiency and EV running capability, insufficient heating heat has become more serious, and it is feared that it is insufficient to select an optimal heating method only according to the current running requirement and heating requirement.

In the electric heating system using electric energy, fuel is not consumed to generate heating heat, but fuel is consumed to generate electric energy. Therefore, it is difficult to select an optimum heating system only according to the traveling request and the heating request. In addition, it is considered that: in order to minimize the fuel consumption, it is necessary to consider the heat storage state in the engine coolant as a heat medium, which is the engine body. In this regard, there is a room for technical improvement.

The present disclosure has been made in view of the above circumstances, and a main object thereof is to provide a vehicle air conditioning control device capable of efficiently heating a vehicle interior.

According to one aspect of the present disclosure, a vehicle air conditioning control device is a vehicle air conditioning control device that is applied to a vehicle and that performs control related to air conditioning in the vehicle. The vehicle includes an engine, a generator that generates electric power by driving the engine, and a power storage device that is charged with electric power generated by the generator, and heats a vehicle interior by circulating a heat medium through a path including the engine and using waste heat of the engine, while heating the vehicle interior by heating in the heating device using electric power of the power storage device. The vehicle air conditioning control device includes: a main body temperature acquisition device that acquires a main body temperature of the engine; a determination device that determines which of heating by waste heat of the engine and heating by the heating device is to be performed, based on the body temperature acquired by the body temperature acquisition device; and a heating control device that selectively performs heating using waste heat of the engine and heating using the heating device, based on a determination result of the determination device.

When the temperature of the engine main body changes, the amount of exhaust heat (cooling loss) of the engine changes to the increase side or the decrease side. Specifically, the higher the body temperature, the more the amount of waste heat increases. That is, the amount of heat transferred from the engine main body to the heat medium increases, which is an advantageous situation in the case where the waste heat of the engine is to be utilized. The engine body has a relatively large heat capacity (larger than a heat medium such as cooling water), and can collect and accumulate not only heat generated during the current operation but also heat generated during the past operation. In this case, the amount of waste heat of the engine is grasped based on the body temperature of the engine, and the heating by the waste heat of the engine and the heating by the electric heating device are selectively performed in consideration of the amount of waste heat, whereby the waste heat of the engine can be appropriately used for heating the vehicle interior. This enables efficient heating of the vehicle interior.

Drawings

Fig. 1 is a schematic diagram showing a control system of a hybrid vehicle according to a first embodiment of the present disclosure.

Fig. 2 is a flowchart showing a processing procedure of the vehicle air conditioning control in the first embodiment.

Fig. 3 is a diagram showing a relationship among an engine output, a vehicle speed, and a temperature base value in the first embodiment.

Fig. 4 is a diagram showing the relationship between the engine body temperature, the outside air temperature, and the temperature increase rate in the first embodiment.

Fig. 5A is a diagram showing a relationship among the coolant heating rate, the power generation efficiency, and the COP equivalent value in the first embodiment.

Fig. 5B is a diagram showing a relationship between the engine body temperature and the coolant heating rate in the first embodiment.

Fig. 6 is a flowchart showing the subroutine of fig. 2.

Fig. 7 is a diagram showing the relationship between the water temperature, the engine body temperature, and the amount of warm water heat radiation in the first embodiment.

Fig. 8 is a diagram showing a relationship between the heating request output and the flow rate of the cooling water in the first embodiment.

Fig. 9 is a diagram showing the relationship between the heating request output, the cooling water flow rate, and the blower air volume in the first embodiment.

Fig. 10 is a timing chart for explaining the air conditioning control process in the first embodiment.

Fig. 11 is a flowchart showing a procedure of the exhaust heat heating process in the EV mode in the second embodiment of the present disclosure.

Fig. 12 is a flowchart showing a procedure of the exhaust heat heating process in the EV mode in the third embodiment of the present disclosure.

Fig. 13 is a flowchart showing a procedure of the exhaust heat heating process in the EV mode in the fourth embodiment of the present disclosure.

Fig. 14 is a flowchart showing a procedure of the exhaust heat heating process in the EV mode in the fifth embodiment of the present disclosure.

Fig. 15 is a schematic diagram showing a control system of a hybrid vehicle in a modification of the present disclosure.

Fig. 16 is a schematic diagram showing a control system of a hybrid vehicle according to a modification of the present disclosure.

Detailed Description

A plurality of modes for carrying out the present disclosure are described below with reference to the drawings. In each embodiment, the same reference numerals are given to portions corresponding to the matters described in the previous embodiment, and redundant description may be omitted. In the case where only a part of the structure is described in each embodiment, the other embodiments described above can be applied to the other parts of the structure. Not only the combinations of the combinable portions are specifically and explicitly described in the respective embodiments, but also the embodiments may be partially combined without being explicitly described as long as there is no particular obstacle in the combination.

(first embodiment)

Hereinafter, embodiments embodying the present disclosure will be described based on the drawings. The present embodiment is embodied as a control system as follows: in a hybrid vehicle including an engine (internal combustion engine) and a motor (electric motor) as power sources for traveling of the vehicle, this control system performs various controls during traveling of the vehicle using one or both of the engine and the motor.

First, a schematic configuration of a control system of a hybrid vehicle will be described with reference to fig. 1. The vehicle 10 is equipped with an engine 11 and a motor generator (hereinafter referred to as MG)12 as power sources. The power of the output shaft of the engine 11 is transmitted to the transmission 13 via the MG12, and the power of the output shaft of the transmission 13 is transmitted to the wheels 16 via the differential gear mechanism 14, the axle 15, and the like. The engine 11 is a gasoline engine or a diesel engine. The MG12 functions as a motor and a generator for traveling. The transmission 13 may be a stepped transmission in which a shift speed is stepwise switched from among a plurality of shift speeds, or a CVT (continuously variable transmission) in which a speed is continuously changed.

A rotary shaft of the MG12 is connected to the transmission 13 in a power transmission path for transmitting power of the engine 11 to the wheels 16 so as to be capable of transmitting power. A clutch (not shown) for interrupting the power transmission may be provided between the engine 11 and the MG12 (or between the MG12 and the transmission 13).

The high-voltage battery 18 (power storage device) is charged with the generated electric power of the generator 17 driven by the power of the engine 11. An inverter 19 that drives the MG12 is connected to the high-voltage battery 18, and the MG12 transmits and receives electric power to and from the high-voltage battery 18 via the inverter 19. The generator 17 is connected to a low-voltage battery 21 via a DC-DC converter 20. Both the high-voltage battery 18 and the low-voltage battery 21 are chargeable and dischargeable (chargeable and dischargeable).

The vehicle 10 has an EV mode, an engine mode, an HV mode, and the like as a travel mode. The EV mode is a mode in which the vehicle travels using only the power of the MG12 without using the power of the engine 11, the engine mode is a mode in which the vehicle travels using only the power of the engine 11, and the HV mode is a mode in which the vehicle travels while assisting the power of the engine 11 with the MG 12.

The engine 11 includes an engine body including a cylinder block, a cylinder head, and the like, and a water jacket 11a as a cooling water passage through which cooling water as a heat medium flows is formed in the engine body. A cooling water circuit 23 (circulation circuit) including a cooling water pipe and the like is connected to the water jacket 11 a. The cooling water circuit 23 is provided with a heater core 24 as a heating device, an electric water pump 25 (electric pump), and a condenser 42 of a heat pump device 40 described later. The electric water pump 25 is driven by the electric power of the low-voltage battery 21, and cooling water (warm water) is circulated between the engine 11 and the heater core 24 by the electric water pump 25. A blowing fan 26 that generates warm air or cool air is disposed near the heater core 24, and heating heat of the heater core 24 is supplied to the vehicle interior by driving the blowing fan 26. The cooling water circuit 23 is provided with a water temperature sensor 27 that detects the temperature of the cooling water. Further, as the heat medium, a fluid other than cooling water, for example, cooling oil, may be used.

In addition, the vehicle 10 is provided with an electric heat pump device 40 as an air conditioning device. The heat pump device 40 includes an electric compressor 41 that compresses a low-temperature low-pressure gas refrigerant to obtain a high-temperature high-pressure gas refrigerant, a condenser 42(condenser) that radiates heat from the high-temperature high-pressure gas refrigerant to obtain a high-pressure liquid refrigerant, an expansion valve 43 that decompresses and expands the high-pressure liquid refrigerant to obtain a low-temperature low-pressure liquid refrigerant, and an evaporator 44(evaporator) that absorbs heat from the low-temperature low-pressure liquid refrigerant to obtain a low-temperature low-pressure gas refrigerant, and these components are connected by a refrigerant path 45 to constitute the heat pump device 40. The electric compressor 41 is driven by the supply of electric power from the high-voltage battery 18.

The heat pump device 40 includes an air conditioning ECU 46, and when a request for air conditioning is generated, the air conditioning ECU 46 controls an inverter for a compressor, not shown, to drive the electric compressor 41.

When the heat pump device 40 is driven, that is, when the refrigerant is circulated through the refrigerant path 45 by driving the electric compressor 41, the cooling water flowing through the cooling water circuit 23 can be heated by the heat released from the condenser 42. In this case, the cooling water is heated by the condenser 42, whereby the vehicle interior can be heated by the heater core 24.

Here, the cooling water flowing in the cooling water circuit 23 is heated by heat from the engine main body, that is, waste heat generated along with combustion of the engine 11, and is also heated by driving of the heat pump device 40. Therefore, when the heating of the vehicle interior is requested and the heat storage amount of the coolant does not satisfy the heating request, at least one of the heating of the coolant by the engine waste heat and the heating of the coolant by the heat pump device 40 is performed.

An accelerator pedal opening degree (an operation amount of an accelerator pedal) is detected by an accelerator pedal sensor 28, and an operation position of a shift lever is detected by a transmission switch 29. The brake switch 30 detects the presence or absence of a brake operation (or the amount of brake operation detected by the brake sensor), and the vehicle speed sensor 31 detects the vehicle speed.

The hybrid ECU33 (vehicle air conditioning control device) is an overall control device that comprehensively controls the entire vehicle, and detects the operating state of the vehicle by reading the output signals of the various sensors and switches described above. The hybrid ECU33 is connected to other ECUs such as the engine ECU 34, the MG-ECU35, and the air-conditioning ECU 46 via a communication device such as a CAN, and various kinds of information such as control signals and data signals CAN be shared with each other in the respective ECUs. Each of these ECUs is mainly configured by a microcomputer including a CPU, a ROM, a RAM, and the like, and executes various control programs stored in the ROM to perform various controls.

The engine ECU 34 is a control device that controls the operating state of the engine 11, and performs control of the fuel injection amount and the like. The MG-ECU35 is a control device that controls the inverter 19 to control the MG12 and controls the generator 17. Further, the MG-ECU35 calculates an soc (state of charge) indicating the state of charge of the high-voltage battery 18, for example, based on the measurement value of the charge-discharge current of the high-voltage battery 18 measured by the current sensor and a predetermined maximum capacity of the high-voltage battery 18. Specifically, the SOC is calculated as a ratio to the maximum capacity of the battery while sequentially integrating the measurement values of the current sensors. The air conditioning ECU 46 is a control device that controls the air conditioning devices (the electric water pump 25, the blower fan 26, and the electric compressor 41) for cooling and heating.

The hybrid ECU33 outputs command signals for controlling the engine 11, the MG12, the generator 17, the air-conditioning devices for cooling and heating (the electric water pump 25, the blower fan 26, the electric compressor 41), and the like to the other ECUs in accordance with the operating state of the vehicle 10. The hybrid ECU33 outputs a torque command value and a rotational speed command value to the engine ECU 34 and the MG-ECU35, or outputs a heating request to the air-conditioning ECU 46, in order to manage the running and energy of the vehicle.

When the temperature of the main body of the engine 11 changes, the amount of exhaust heat (cooling loss) of the engine 11 changes to the increasing side or the decreasing side. Specifically, the amount of exhaust heat increases as the engine body temperature increases. That is, the amount of heat transferred from the engine body to the coolant increases, which is an advantageous situation in the case where the vehicle interior is intended to be heated by the engine waste heat. In addition, the engine main body can collect and accumulate heat generated not only in the current operation but also in the past operation, in addition to having a relatively large heat capacity (the thermal mass of the engine is larger than the thermal mass of the cooling water).

In view of the above, in the present embodiment, the amount of waste heat of the engine 11 is grasped based on the engine body temperature indicating the amount of heat stored in the engine body, and heating using waste heat of the engine 11 and heating using the heat pump device 40 are selectively performed in consideration of the amount of waste heat. In the present embodiment, the hybrid ECU33 corresponds to a body temperature acquisition device, a determination device, and a heating control device.

Fig. 2 is a flowchart showing a process procedure of the vehicle air conditioning control, and the hybrid ECU33 repeatedly executes the process at predetermined intervals. In this process, each step is appropriately performed on the premise that a request for heating is made.

In fig. 2, the water temperature Tw and the engine body temperature Teng are acquired in step S11, and the SOC of the high-voltage battery 18 is acquired in the next step S12. At this time, the water temperature Tw is a detection value detected by the water temperature sensor 27. The engine body temperature Teng is a temperature of an engine body including a cylinder block and the like, and is calculated based on an operation history of the vehicle and the engine. For example, the engine body temperature Teng may be calculated based on the engine output from the time of engine start, the change in vehicle speed, the outside air temperature, and the like. More specifically, the base value of the engine body temperature is calculated based on the engine output, the vehicle speed, and the outside air temperature using the relationship of fig. 3, and the temperature increase rate is calculated based on the engine body temperature and the outside air temperature using the relationship of fig. 4. Then, use

Engine body temperature Teng is calculated from a relational expression of Teng (t +1) + temperature base value × temperature increase rate. A portion of the hybrid ECU33 that performs the control operation of step S11 may also be used as an example of the body temperature acquisition means that acquires the engine body temperature Teng. In addition, a part of the hybrid ECU33 that performs the control operation of step S11 may also be used as an example of the medium temperature acquisition means that acquires the medium temperature.

Further, the cooling loss rate of the engine 11 and the heating rate of the cooling water by the engine 11 can be calculated, and the engine body temperature Teng can be calculated from these. Further, a temperature sensor may be attached to the engine body, and the engine body temperature Teng detected by the temperature sensor may be acquired.

Thereafter, in step S13, it is determined whether or not the vehicle 10 is in an EV-capable state, that is, whether or not the running mode of the vehicle 10 is the EV mode, based on the running load and the SOC. At this time, if the running load obtained from the accelerator pedal opening degree or the like is a predetermined value or more or the SOC is less than a predetermined value (if no in step S13), it is determined that the mode is not the EV mode and the routine proceeds to step S14. If the running load is less than the predetermined value and the SOC of the high-voltage battery 18 is equal to or greater than the predetermined value (if yes at step S13), it is determined that the mode is the EV mode, and the routine proceeds to step S17. No in step S13 means that the vehicle 10 is running by operating the engine 11, and yes in step S13 means that the vehicle 10 is running by driving the MG12 with the operation of the engine 11 stopped.

In step S14, it is determined whether or not the water temperature Tw is equal to or higher than a predetermined threshold value TH 1. The threshold TH1 is a fixed value, e.g., TH1 ═ 40 ℃. Then, when yes is obtained in step S14 (when Tw ≧ TH 1), the routine proceeds to step S15, where it is determined that the engine 11 is in an operating state (activated) and the electric heating by the heat pump device 40 is turned off as processing for ensuring heating. At this time, only the engine waste heat is used for heating.

In the case of no at step S14 (in the case of Tw < TH 1), the process proceeds to step S16, and it is determined to drive the heat pump device 40 electrically while the engine 11 is set to the operating state (started) as a process for ensuring heating. At this time, the engine waste heat heating and the electric heating by the heat pump device 40 are used simultaneously.

On the other hand, in step S17, a threshold TH2 is set for determining which of heating by the waste heat of the engine 11 (engine waste heat heating) and heating by the heat pump device 40 (electric heating) is more efficient. In the next step S18, it is determined whether or not the engine body temperature Teng is equal to or higher than the threshold TH 2. The part of the hybrid ECU33 that performs the control operation of step S18 may also be used as an example of a determination device that determines which of heating by the waste heat of the engine and heating by the heating device is to be performed, based on the body temperature acquired by the body temperature acquisition device.

If Teng ≧ TH2, the process proceeds to step S19, assuming that waste heat heating is more favorable. In step S19, it is determined that the engine 11 is started to perform the engine waste heat heating in spite of the EV mode as a process for securing the heating heat.

Here, steps S17 to S19 will be described in detail. First, in step S17, the threshold TH2 is variably set based on the coolant heating rate at the same level as that in the case where the electric heating by the heat pump device 40 is assumed, using the fact that the engine body temperature Teng and the coolant heating rate based on the engine waste heat have a predetermined correlation. Specifically, the COP (Coefficient of Performance) of the heat pump apparatus 40 is calculated based on the rotation speed of the electric compressor 41, the inlet temperature of the condenser 42, the inlet flow rate of the condenser 42, and the like, the outside air temperature, and the like, and a COP equivalent value when the engine waste heat is used is calculated, which is equivalent to the COP. Then, the COP equivalent value X, the coolant heating rate Y based on the engine waste heat, and the power generation efficiency Z are used to calculate the coolant heating rate based on the engine waste heat based on the COP calculation value and the power generation efficiency, using the relationship "X is Y/Z". The power generation efficiency is calculated by multiplying the engine efficiency, the generator efficiency, and the inverter efficiency, for example. Further, a threshold TH2 of the engine body temperature is calculated from the cooling water heating rate based on the engine waste heat. The portion of the hybrid ECU33 that performs the control operation of step S17 may also be used as an example of a setting device that sets the first threshold value (TH2) based on a heating rate that is on the same level as the case where heating by the heating device is assumed, using the relationship between the body temperature of the engine and the heating medium heating rate based on the engine waste heat.

To explain this with reference to fig. 5A and 5B, "a" in fig. 5A is calculated as a COP equivalent value equivalent to the COP of the heat pump apparatus 40, and "B" in fig. 5A is calculated as a coolant heating rate based on the engine waste heat from this "a" and the power generation efficiency. Then, "C" is calculated from "B" as the threshold TH2 of the engine body temperature using the relationship of fig. 5B. In this case, the threshold TH2 is set to a higher temperature value as the heating rate of the cooling water by the engine waste heat is higher, in other words, the COP of the heat pump device 40 is higher. The threshold TH2 corresponds to an engine body temperature at which the coolant heating rate B can be achieved.

Then, in step S18, if Teng ≧ TH2, it is determined that the engine waste heat heating is more efficient than the electric heating, and the routine proceeds to step S19.

The details of step S19 are explained in accordance with the subroutine shown in fig. 6. In the subroutine shown in fig. 6, when the engine 11 is started for the engine waste heat heating in spite of the EV mode, it is selected to perform the operation of the engine 11 for the engine waste heat heating after performing the EV running (MG driving), or to perform the operation of the engine 11 for the engine waste heat heating after stopping the EV running (MG driving).

In step S31 of fig. 6, it is determined whether or not the engine body temperature Teng is equal to or higher than a predetermined threshold TH 3. The threshold TH3 is a value of high temperature compared to the threshold TH2 in step S18 of fig. 2. Then, if Teng ≧ TH3, the routine proceeds to step S32, and it is determined to perform engine operation for engine waste heat heating in addition to EV running. At this time, the hybrid ECU33 outputs a command to the engine ECU 34 to operate the engine 11 in a constant state under predetermined high efficiency conditions. For example, a command for operating the engine 11 in an idling state or a fixed power generation state is output.

Further, if Teng < TH3, the routine proceeds to step S33, where it is determined that the engine operation is performed for the engine running and the waste heat heating after the EV running is stopped. At this time, the hybrid ECU33 outputs a command to the engine ECU 34 to operate the engine 11 in a state in which power is generated according to the running load for each time.

Further, a part of the hybrid ECU33 that performs the control operations of step S32 and step S33 may be used as an example of a heating control device that selectively performs heating using the waste heat of the engine and heating using the heating device based on the determination result of the determination device. A part of the hybrid ECU33 that performs the control operation of step S32 may be used as an example of the first control device that performs heating using the waste heat of the engine by setting the electric motor to the driving state when it is determined that heating using the waste heat of the engine is performed during traveling of the vehicle in the EV mode. A part of the hybrid ECU33 that performs the control operation of step S33 may be used as an example of a second control device that performs heating using the waste heat of the engine by bringing the motor into a drive stop state when it is determined that heating using the waste heat of the engine is performed during vehicle traveling in the EV mode. In addition, step S31 is for comparing the efficiency of the cooling water heating based on step S32 with the efficiency of the cooling water heating based on step S33 based on the engine body temperature Teng. The part of the hybrid ECU33 that performs the control operation of step S31 may also be used as an example of a switching device that switches which of the first control device and the second control device is controlled by comparing the efficiency of heat medium heating by the first control device with the efficiency of heat medium heating by the second control device.

Returning to the explanation of fig. 2, if Teng < TH2 in step S18, the flow proceeds to step S20 as electric heating is more advantageous than engine waste heat heating. In step S20, it is determined that the operation of the engine 11 is off and the electric heating of the heat pump device 40 is on as processing for securing the heating heat. At this time, only the electric heating of the heat pump apparatus 40 is used.

After any one of steps S15, S16, S19, and S20 is performed, the process proceeds to step S21. In step S21, command outputs of the engine 11 and the heat pump device 40 are calculated.

At this time, if only the engine waste heat heating in the engine waste heat heating and the electric heating by the heat pump device 40 is performed, the engine command output is calculated based on the travel request output and the electric power generation request output for each time (the engine command output is the travel request output + the electric power generation request output). Further, if only the electric heating by the heat pump device 40 is performed, the heat pump command output is calculated based on the heating request output and the heat radiation amount of the cooling water circuit 23 (heat pump command output is heating request output-warm water heat radiation amount). The warm water heat dissipation amount corresponds to the amount of heat that can be generated by driving the water pump, and is calculated based on the relationship in fig. 7, for example. When both the engine waste heat heating and the electric heating by the heat pump device 40 are performed, the heat pump command output (heat pump command output: heating request output-amount of warm water heat radiation-amount of engine heat radiation) is calculated based on the heating request output, the amount of heat radiation of the cooling water circuit 23, and the amount of engine heat radiation.

Thereafter, in step S22, the cooling water flow rate of electric water pump 25 and the blower air volume of blower fan 26 are determined so that a desired heating request output can be achieved. Specifically, the cooling water flow rate is calculated using the relationship in fig. 8, and the blower air volume is calculated using the relationship in fig. 9.

In fig. 2, if yes at step S18, the following processing may be performed. A heating required water temperature at which heating is possible only by heat dissipation from the cooling water circuit 23 by the water pump driving is previously determined, and the following processing is performed: a process of determining whether or not the water temperature Tw is equal to or higher than the heating required water temperature; and a process of turning off both the engine 11 and the heat pump device 40 when the water temperature Tw is equal to or higher than the heating required water temperature. In addition, the following processing is performed: a process of determining whether or not the water temperature Tw is less than a predetermined low temperature determination value (e.g., 40 ℃); and a process of starting both the engine 11 and the heat pump device 40 when the water temperature Tw is less than the low temperature determination value.

Fig. 10 is a timing chart for more specifically explaining the air conditioning control process described above. In fig. 10, it is assumed that the heating request is generated during the illustrated period, and the electric water pump 25 is in a driving state. Further, the SOC of the high-voltage battery 18 is assumed to be relatively large. The increase and decrease in the running load correspond to an increase and decrease in the accelerator opening and the vehicle speed.

In fig. 10, before time t1, the running load is relatively small, and the vehicle 10 runs in the EV mode. At this time, the engine body temperature Teng is less than the threshold TH2, and the electric heating of the heat pump device 40 is performed in a state where the engine 11 is turned off.

Then, as the running load increases, the vehicle running mode shifts to a mode other than the EV mode (for example, the engine mode) at time t 1. In this case, the driving of the MG12 is stopped, and the engine 11 starts to operate as a running power source of the vehicle 10. After time t1, the engine body temperature Teng and the water temperature Tw increase. After time t1, the water temperature Tw is less than the threshold value TH1 before time t2, and therefore the engine is started and the electric heating is started, and after time t2 at which the water temperature Tw is equal to or greater than the threshold value TH1, the engine is started and the electric heating is turned off.

Thereafter, the vehicle running mode is again set to the EV mode at time t3 as the running load decreases. At this time, at time t3, since the engine body temperature Teng is equal to or higher than the threshold value TH3, the engine operation is performed for the engine waste heat heating in addition to the EV running (MG driving). That is, the electric heating of the heat pump apparatus 40 is not performed because the engine waste heat heating is performed.

After time t3, the engine body temperature Teng and the water temperature Tw gradually decrease according to the operating conditions of the engine 11 and the like. However, at this time, the water temperature Tw decreases earlier than the engine body temperature Teng at the time of temperature decrease due to the difference in thermal mass (heat capacity) between the engine body and the coolant circuit 23.

Thereafter, at time t4, the engine body temperature Teng is less than the threshold TH 3. Therefore, the engine operation is performed after the EV running is stopped, although in the EV mode. At this time, the engine is driven to run the vehicle 10 and to heat the vehicle interior.

Thereafter, at time t5, the engine body temperature Teng is less than the threshold TH 2. Therefore, the travel power source of the vehicle 10 is switched from the engine 11 to the MG 12. After time t5, electric heating is performed instead of engine waste heat heating.

According to the present embodiment described in detail above, the following excellent effects can be obtained. In the engine 11, the higher the body temperature, the more the amount of exhaust heat (cooling loss) increases, and this is a favorable situation for utilizing the engine exhaust heat. In this regard, the amount of engine waste heat is grasped based on the temperature of the engine body, and engine waste heat heating and electric heating are selectively performed in consideration of the amount of waste heat, whereby the waste heat of the engine 11 can be appropriately used for heating the vehicle interior. That is, the heat stored in the engine body is not uselessly released to the atmosphere, and can be effectively used for heating the vehicle interior. This can minimize the output of the heat pump device 40 (electric heating device) as a heat source for charging. As a result, the vehicle interior can be efficiently heated.

The following structure is adopted: using the fact that the engine body temperature Teng and the coolant heating rate based on the engine waste heat have a predetermined correlation (the relationship in fig. 5B), the threshold TH2 (first threshold) for determining which of the engine waste heat heating and the electric heating of the heat pump device 40 is more efficient is set based on the coolant heating rate at the same level as that in the case where the electric heating of the heat pump device 40 is assumed. In this case, the threshold TH2 can be appropriately set in consideration of the efficiency (COP) of the heat pump device 40, and the determination as to whether or not to perform the engine waste heat heating can be appropriately performed.

In this case, the following structure is adopted: the COP equivalent value when the engine waste heat is used is calculated so as to be equivalent to the COP of the heat pump device 40, and the COP calculation value is used to calculate the coolant heating rate based on the engine waste heat. Therefore, the loss and the benefit of the engine waste heat heating and the electric heating can be compared with each other while matching the index, and the engine waste heat heating and the electric heating can be appropriately switched.

Even when the vehicle running mode is the EV mode (low/medium running load and high SOC), it is considered that the fuel consumption rate can be further increased when the engine 11 is set to the running state, that is, the fuel consumption rate can be further increased when the engine waste heat heating is performed, depending on the engine body temperature. By taking this into consideration, the fuel consumption rate can be improved by taking into consideration the heat storage state (heat storage) of the engine main body.

The following structure is adopted: when the engine exhaust heat heating is performed with the engine 11 in the operating state although the vehicle travel mode is the EV mode, the engine exhaust heat heating is performed by switching to the EV travel (MG drive) state or the engine exhaust heat heating is performed by stopping the EV travel (MG drive). In particular, if the engine body temperature Teng is equal to or higher than the threshold TH3 (second threshold), the engine waste heat heating is performed in the EV running state, and if the engine body temperature Teng is lower than the threshold TH3, the EV running is stopped, and the engine waste heat heating is performed. In this case, the engine waste heat heating in the above two states can be appropriately performed according to the required amount of the engine waste heat.

The following structure is adopted: when the engine waste heat heating is performed in the EV running state, the engine 11 is operated in a certain state (for example, an idle state) under a predetermined high efficiency condition, and when the engine waste heat heating is performed by stopping the EV running, the engine 11 is operated in a state where power is generated according to the running load for each time. In the former case, the engine waste heat heating can be performed by generating the minimum necessary waste heat. In the latter case, the vehicle running and the waste heat heating are performed by the operation of the engine 11, and the fuel consumption can be concentrated only on the engine 11. In either case, a reduction in fuel consumption can be achieved.

The following structure is adopted: when the vehicle 10 is in the EV mode in a state where EV running is possible, the engine waste heat heating and the electric heating are selectively performed based on the engine body temperature Teng, and when the vehicle is not in the EV mode, whether the electric heating is performed is switched based on the water temperature Tw in addition to the engine waste heat heating. In this case, appropriate vehicle interior heating can be performed regardless of the mode in which the vehicle 10 is traveling.

Another embodiment in which a part of the first embodiment is modified will be described below. Note that the same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is simplified.

(second embodiment)

In the present embodiment, when the engine waste heat heating is performed, the operation of the engine 11 is performed for the engine waste heat heating after the EV running (MG driving) is performed, in addition to the case where the engine body temperature Teng is higher than the second threshold (TH3) and the case where the water temperature Tw is higher than the predetermined third threshold (TH 4).

Fig. 11 is a flowchart showing a procedure of the exhaust heat heating process in the EV mode, and this process is executed by the hybrid ECU33 instead of the process of fig. 6 described above. That is, fig. 11 shows the processing executed when it is determined in fig. 2 that the vehicle travel mode is the EV mode and the engine body temperature Teng is equal to or higher than TH2 (yes in both steps S13 and S18).

In fig. 11, in step S41, it is determined whether or not the engine body temperature Teng is equal to or higher than a predetermined threshold TH3 and the water temperature Tw is equal to or higher than a predetermined threshold TH 4. Then, if yes in step S41, the process proceeds to step S42, and if no, the process proceeds to step S43. In step S42, it is determined that the engine operation is performed for the engine waste heat heating after the EV running is performed. At this time, the engine 11 is, for example, idling.

In step S43, it is determined whether the running load of the vehicle 10 is greater than a predetermined threshold TH 5. The threshold TH5 is a value smaller than the load determination value of step S13 of fig. 2, and for example, if the running load is of a medium load degree, step S43 is yes, and if the running load is of a low load degree, step S43 is no.

If yes in step S43, the routine proceeds to step S44, where it is determined to perform engine operation for engine running and waste heat heating after EV running is stopped. At this time, the engine 11 is operated in a state where power is generated according to the running load for each time. If no in step S43, the process proceeds to step S45, where it is determined to stop the operation of the engine 11 and to perform electric heating of the heat pump device 40.

When the water temperature Tw is high, heating can be ensured at this time, but if the stored heat of the cooling water is excessively used while the engine is still off, forced operation of the engine 11 is required, which in turn causes a decrease in fuel consumption. In this regard, in the above configuration, when the engine body temperature Teng is high (Teng ≧ TH3), the engine 11 is set in an operating state even if the water temperature Tw is high (Tw ≧ TH4), and therefore the amount of engine waste heat can be increased. This makes it possible to supply the necessary heating heat with a smaller amount of fuel than in the case of electric heating, and thus to improve the fuel consumption rate. In the present embodiment, a part of the hybrid ECU33 that performs the control operation of step S41 may be used as an example of the switching device described above. A part of the hybrid ECU33 that performs the control operation of step S42 may also be used as an example of the first control means described above. A part of the hybrid ECU33 that performs the control operation of step S44 may also be used as an example of the second control means described above.

(third embodiment)

In the present embodiment, in the EV mode, the fuel consumption FC1 (first fuel consumption) when the engine 11 is operated in a predetermined high efficiency state is compared with the fuel consumption FC2 (second fuel consumption) when the engine 11 performs heating under a running load and waste heat. Then, if the fuel consumption amount FC1 is smaller, the operation of the engine 11 is performed for engine waste heat heating after the EV running (MG driving) is performed, and if the fuel consumption amount FC2 is smaller, the operation of the engine 11 is performed for engine waste heat heating after the EV running (MG driving) is stopped.

Fig. 12 is a flowchart showing a procedure of the exhaust heat heating process in the EV mode, and this process is executed by the hybrid ECU33 instead of the process of fig. 6 described above. That is, this process is performed when the engine 11 is operated to perform the engine waste heat heating, although in the EV mode.

In fig. 12, in step S51, the fuel consumption FC1 in the case where the engine 11 is operated in an idle mode for the purpose of engine waste heat heating is calculated. In the next step S52, the fuel consumption FC2 in the case where the running load and the waste heat heating are performed by the engine 11 is calculated. At this time, the fuel consumption FC1 is calculated by adding the fuel consumption at the operating point at the idling rotation speed to the fuel consumption corresponding to the electric power consumption for EV running, with the running load set to zero. The fuel consumption FC2 is calculated as the fuel consumption at an operating point corresponding to the running load and the required rotation speed for each time. The hybrid ECU33 that performs the control operations of steps S51 and S52 may be used as an example of a calculation device that calculates a first fuel consumption amount (FC1) that is a fuel consumption amount when the engine is operated in a predetermined high efficiency state and a second fuel consumption amount (FC2) that is a fuel consumption amount when the motor is stopped and the engine performs a running load and waste heat heating when the vehicle is running in the EV mode.

Thereafter, in step S53, it is determined whether the fuel consumption amount FC1 is smaller than the fuel consumption amount FC 2. Then, if FC1< FC2, the routine proceeds to step S54, and it is determined that the engine operation is performed for the engine waste heat heating after the EV running is performed. Further, if FC1 ≧ FC2, the routine proceeds to step S55, and it is determined that the engine operation is performed for the engine running and the waste heat heating after the EV running is stopped.

In the above configuration, the state of EV running is switched to the state of EV running based on the estimation result of the fuel consumption amount, and the engine waste heat heating is performed or the EV running is stopped. In this case, the engine waste heat heating in the above two states can be appropriately performed in consideration of the fuel consumption according to the actual running state. In the present embodiment, a part of the hybrid ECU33 that performs the control operation of step S53 may be used as an example of the switching device described above. A part of the hybrid ECU33 that performs the control operation of step S54 may also be used as an example of the first control means described above. A part of the hybrid ECU33 that performs the control operation of step S55 may also be used as an example of the second control means described above.

(fourth embodiment)

In the present embodiment, in addition to the fuel consumption amounts FC1 and FC2 described above, the fuel consumption amount FC3 (third fuel consumption amount) is calculated from the power consumption in the case of performing electric heating of the heat pump device 40, and heating processing is selectively performed depending on which of the fuel consumption amounts FC1 to FC3 is the smallest.

Fig. 13 is a flowchart showing a procedure of the exhaust heat heating process in the EV mode, and this process is executed by the hybrid ECU33 instead of the process of fig. 6 described above. That is, this process is performed when the engine 11 is operated to perform the engine waste heat heating, although in the EV mode.

In fig. 13, in step S61, the fuel consumption FC1 in the case where the engine 11 is operated in an idle mode for the purpose of engine waste heat heating is calculated. In the next step S62, the fuel consumption FC2 in the case where the running load and the waste heat heating are performed by the engine 11 is calculated. Further, the processing of steps S61, S62 is in accordance with the processing of steps S51, S52 of fig. 12.

In step S63, the fuel consumption FC3 in the case where electric heating is performed while maintaining the EV running state is calculated. For example, the fuel consumption FC3 [ g ] is calculated by dividing the total power [ J ] obtained by adding the EV running power, the water pump power consumption, and the heat pump power consumption by the generator efficiency [% ] and the lower heating value [ J/g ] of the fuel. In this case, the insufficient heat amount may be calculated by subtracting the accumulated heat amount obtained by the water pump driving from the required heating heat amount, and the heat pump power consumption may be calculated based on the insufficient heat amount and the COP of the heat pump apparatus 40. The part of the hybrid ECU33 that performs the control operations of steps S61, S62, and S63 may also be used as an example of a calculation device that calculates a first fuel consumption amount (FC1) that is a fuel consumption amount when the engine is operated in a predetermined high efficiency state, a second fuel consumption amount (FC2) that is a fuel consumption amount when the motor is in a stopped state and the running load and waste heat heating are performed by the engine, and a third fuel consumption amount (FC3) that is a fuel consumption amount obtained from power consumption when the heating device is driven with the engine in a stopped state.

Thereafter, in step S64, it is determined whether or not the FC1 among the fuel consumption amounts FC1 to FC3 is the minimum. When FC1 is minimum and yes is obtained in step S64, the routine proceeds to step S65, where it is determined to perform engine operation for engine waste heat heating in addition to EV running.

In step S66, it is determined whether or not the fuel consumption amount FC1 to FC3 is the minimum FC 2. When FC2 is minimum and yes is obtained in step S66, the routine proceeds to step S67, where it is determined to perform engine operation for engine running and waste heat heating after EV running is stopped. When FC3 is minimum and step S66 is no, the routine proceeds to step S68, where it is determined to perform electric heating of the heat pump device 40 without driving the engine 11.

In the above configuration, based on the estimation result of the fuel consumption amount, the state of EV running is switched to the EV running state to perform the engine waste heat heating, or the EV running is stopped to perform the engine waste heat heating, or the electric heating of the heat pump device 40 is performed without driving the engine 11. In this case, the heating in the three states can be appropriately performed in consideration of the fuel consumption according to the actual running state. In the present embodiment, a part of the hybrid ECU33 that performs the control operation of step S64 may be used as an example of the switching device described above. A part of the hybrid ECU33 that performs the control operation of step S65 may also be used as an example of the first control means described above. A part of the hybrid ECU33 that performs the control operation of step S67 may also be used as an example of the second control means described above.

(fifth embodiment)

In the present embodiment, when the engine waste heat heating is performed, the cooling water is circulated by the electric water pump 25 in the state where the engine is off when the engine body temperature Teng is higher than the fourth threshold value (TH6), and the cooling water is circulated by the electric water pump 25 in the state where the engine is started when the engine body temperature Teng is lower than the fourth threshold value.

Fig. 14 is a flowchart showing a procedure of the exhaust heat heating process in the EV mode, and this process is executed by the hybrid ECU33 instead of the process of fig. 6 described above. That is, this process is performed when the engine 11 is operated to perform the engine waste heat heating, although in the EV mode.

In fig. 14, in step S71, it is determined whether or not the engine body temperature Teng is equal to or higher than a predetermined threshold TH 6. The threshold TH6 is a value of high temperature compared to the threshold TH2 in step S18 of fig. 2. Then, if Teng ≧ TH6, the routine proceeds to step S72, and it is determined that the circulation of the cooling water by the electric water pump 25 is performed with the engine off. Further, if Teng < TH6, the routine proceeds to step S73, where it is determined that the cooling water is circulated by the electric water pump 25 while the engine is started. In step S73, the engine 11 is operated at idle, for example. In the present embodiment, a part of the hybrid ECU33 that performs the control operation of step S72 may be used as an example of the third control means that performs the circulation of the heat medium by the electric pump in a state where the engine is stopped when the body temperature acquired by the body temperature acquisition means is higher than the predetermined fourth threshold value (TH 6). A part of the hybrid ECU33 that performs the control operation of step S73 may also be used as an example of the fourth control means that performs circulation of the heat medium by the electric pump in a state in which the engine is operated in a case where the body temperature is low compared to the fourth threshold value (TH 6).

It is effective to perform the engine waste heat heating when the engine body temperature Teng is a high temperature (TH2 or higher), and particularly in a high temperature range, the heating of the heater core 24 can be performed by circulating the cooling water by driving the electric water pump 25 while the engine 11 is still in a stopped state. However, if the stored heat of the engine main body is excessively used, forced operation of the engine 11 and the heat pump device 40 is required, which may adversely cause a decrease in fuel consumption rate. In this regard, in the above configuration, when the engine body temperature Teng is equal to or higher than TH2, if the engine body temperature Teng is equal to or higher than TH6, the engine 11 is brought into a stopped state to circulate the cooling water by the electric water pump 25, and if the engine body temperature Teng is lower than TH6, the engine 11 is brought into an operating state to circulate the cooling water by the electric water pump 25.

Further, although electric power is consumed when the electric water pump 25 is driven, the electric power consumption is very small compared to the electric power consumption in the heat pump device 40. When the engine body temperature Teng is high, several kW of heat can be obtained with small electric power (100 to 300W) for driving the water pump. This corresponds to a state of high COP.

The above embodiment may be modified as follows, for example.

The heating system of the vehicle 10 may be configured as shown in fig. 15 and 16. Fig. 15 and 16 are only different from fig. 1 in the following description.

In fig. 15, a circulation circuit 51 is provided for circulating a heat medium (for example, engine cooling water) heated by heat of the condenser 42 of the heat pump device 40, and a heater core 52 as a heating device is provided in the circulation circuit 51. The heater core 52 is disposed adjacent to the heater core 24 of the cooling water circuit 23. The heating heat of the

heater cores

24 and 52 is supplied to the vehicle compartment by driving the blower fan 26. An electric pump, not shown, may be provided in the circulation circuit 51. When the water in the circulation circuit 51 is heated through the condenser 42 by driving the electric compressor 41, heating by heat dissipation from the heater core 52 can be performed accordingly.

In fig. 16, the condenser 42 of the heat pump device 40 is disposed adjacent to the heater core 24 of the cooling water circuit 23, and the condenser 42 functions as a heating device. In fig. 16, an accumulator 53 for separating the liquid refrigerant that has not been evaporated by the evaporator 44 and supplying only the gas refrigerant to the electric compressor 41 is provided between the electric compressor 41 and the evaporator 44. By driving the electric compressor 41, heating by heat dissipation of the condenser 42 can be achieved.

In the above embodiment, the vehicle air conditioning control is executed by the hybrid ECU33, but the present invention is not limited to this, and the vehicle air conditioning control may be executed by another ECU, for example, the air conditioning ECU 46.

As the electric heating device, a heater device such as a PTC heater may be used, and electric heating may be performed by the heater device. In this case, the cooling water may be heated by the PTC heater, and the vehicle interior may be heated by the heating heat of the cooling water, or the vehicle interior may be directly heated by the heating heat of the PTC heater.

The present disclosure can also be applied to vehicles other than hybrid vehicles. For example, the present invention can be applied to a so-called extended range electric vehicle including a motor for vehicle running and an engine for power generation. In this case, during EV running using only the power of the electric motor, engine waste heat heating and electric heating may be selectively performed based on the engine body temperature.

The present disclosure has been described in terms of embodiments, but it should be understood that the present disclosure is not limited to the embodiments, constructions. The present disclosure also includes various modifications and modifications within an equivalent range. In addition, various combinations and modes and other combinations and modes in which only one element is included, or more than one element or less than one element are included in the scope and the spirit of the present disclosure.

Claims

1. A vehicle air conditioning control device (33) is applied to a vehicle (10) and performs control related to air conditioning in the vehicle, the vehicle (10) being provided with an engine (11), a generator (17) that generates electric power by being driven by the engine, and a power storage device (18) that is charged with electric power generated by the generator, and heating a vehicle interior by circulating a heat medium in a path including the engine and heating the heat medium by waste heat of the engine, while heating the vehicle interior by heating in a heating device (40) by electric power of the power storage device,

the vehicle air conditioning control device is characterized by comprising:

a body temperature acquisition device (S11) that calculates the body temperature of the engine based on the operating history of the engine and the vehicle without using the temperature of the heat medium;

a determination device (S18) that determines which of heating by waste heat of the engine and heating by the heating device is to be performed, based on the body temperature acquired by the body temperature acquisition device; and

a heating control device that selectively performs heating using waste heat of the engine and heating using the heating device based on a determination result of the determination device,

the determination device determines that heating using waste heat of the engine is to be performed when the body temperature acquired by the body temperature acquisition device is higher than a predetermined first threshold value,

the heating system further comprises a setting device (S17) that sets the first threshold value (TH2) based on a heating rate at a level equivalent to that in a case where heating by the heating device is assumed, using a relationship between a body temperature of the engine and a heating rate of the heat medium by exhaust heat of the engine (S17).

2. The vehicle air-conditioning control device according to claim 1,

the vehicle is provided with an electric motor (12) driven by electric power of the power storage device as a running power source, and can run in an EV mode using only power of the electric motor,

the determination device determines which of heating by waste heat of the engine and heating by the heating device is to be performed based on the body temperature when the vehicle is traveling in the EV mode.

3. The vehicle air-conditioning control device according to claim 1,

the vehicle is a hybrid vehicle that includes the engine and an electric motor (12) driven by electric power of the power storage device as a travel power source, and that performs switching between an EV mode in which the vehicle travels using power of the electric motor without using power of the engine and another mode in which the vehicle travels using power of the engine, based on a travel load of the vehicle and a power storage state of the power storage device,

4. The vehicle air conditioning control device according to claim 2,

the heating control device includes:

a first control device (S32, S42, S54, S65) that, when it is determined that heating using waste heat of the engine is to be performed during travel of the vehicle in the EV mode, drives the electric motor and performs heating using waste heat of the engine;

a second control device (S33, S44, S55, S67) that, when it is determined that heating using waste heat from the engine is to be performed while the vehicle is traveling in the EV mode, performs heating using waste heat from the engine while the electric motor is in a drive-stopped state; and

switching means (S31, S41, S53, S64, S66) for switching which of the first control means and the second control means is controlled by comparing the efficiency of heating of the heat medium by the first control means with the efficiency of heating of the heat medium by the second control means.

5. The vehicle air-conditioning control device according to claim 4,

the switching device performs control by the first control device when the body temperature acquired by the body temperature acquisition device is higher than a predetermined second threshold value (TH3), and performs control by the second control device when the body temperature is lower than the second threshold value.

6. The vehicle air-conditioning control device according to claim 5,

a medium temperature acquiring device that acquires a medium temperature that is a temperature of the heat medium,

the switching device performs control by the first control device when the medium temperature acquired by the medium temperature acquisition device is higher than a predetermined third threshold (TH4) in addition to when the body temperature acquired by the body temperature acquisition device is higher than the second threshold.

7. The vehicle air-conditioning control device according to claim 4,

the first control device operates the engine in a constant state under a predetermined high efficiency condition,

the second control device operates the engine in a state in which power according to a running load is generated.

8. The vehicle air-conditioning control device according to claim 4,

the vehicle running control device is provided with calculation devices (S51, S52) that calculate a first fuel consumption (FC1) that is a fuel consumption when the engine is operated in a predetermined high-efficiency state and a second fuel consumption (FC2) that is a fuel consumption when the engine is brought into a stop state and the running load and waste heat heating are performed by the engine during running of the vehicle in the EV mode (S51, S52),

the switching means performs control of the first control means if the first fuel consumption is small and performs control of the second control means if the second fuel consumption is small in comparison of the first fuel consumption and the second fuel consumption.

9. The vehicle air-conditioning control device according to claim 4,

the vehicle running control device is provided with a calculation device (S61, S62, S63) which calculates a first fuel consumption (FC1) which is a fuel consumption when the engine is operated in a predetermined high efficiency state, a second fuel consumption (FC2) which is a fuel consumption when the engine is stopped and the running load and waste heat heating is performed by the engine, and a third fuel consumption (FC3) which is a fuel consumption obtained from power consumption when the engine is stopped and the heating device is driven, when the vehicle runs in the EV mode (S61, S62, S63),

the switching device performs control of the first control device if the first fuel consumption is the smallest, performs control of the second control device if the second fuel consumption is the smallest, and performs heating by the heating device without driving the engine if the third fuel consumption is the smallest, in the comparison of the first fuel consumption, the second fuel consumption, and the third fuel consumption.

10. The vehicle air-conditioning control device according to claim 1,

the vehicle air conditioning control device is applied to a vehicle having a circulation circuit (23) that circulates the heat medium by driving of an electric pump (25),

the heating control device is provided with: a third control device (S72) that circulates the heat medium by the electric pump while the engine is stopped when the body temperature acquired by the body temperature acquisition device is higher than a predetermined fourth threshold (TH 6); and a fourth control device (S73) that circulates the heat medium by the electric pump while the engine is being operated, when the body temperature is lower than the fourth threshold value.